Gas-engine.



H. G. KRESS.

GASENGINE.

APPLICATION FILED AUG. 6. 1915.

Patented July 4, 1916.

Rs co.. N91-041mm. vusumc H. G. KRESS.

GAS ENGINE.

APPLICATION FILED AUG.6| 1915- 1 Patented my 4, 1916.

3 SHEETS-SHEET 2.

M/f/Qf// H. G. KRESS. GAS ENGINE.

APPLICATION FILED AUG-6| |915.

l ,1 89,834. Patented July 4, 1916.

3 SHEETS-SHEET 3.

HENRY Gr. KRESS, OFMANITOWOC, WISCONSIN.

GAS-ENGINE.

Specification of Letters Patent.

Patented July 4, i916.

Application filed August 6, 1915. Serial No. 44,084.

To @ZZ whom t may concern Be it known that I, HENRY G. Kiinss, a citizen of the United States, and resident of Manitowoc, in the county of Manitowoc and State of lVisconsin, have invented certain new and useful Improvements in Gaslingines; and l. do hereby declare that the following is a full, clear, and exact descriptiony thereof.

My invention has for its primary object to provide a simple, effective and economical gas engine of the internal combustion type, its construction and arrangement being such that a piston having oscillatory motion converts said movement into rotary motion and the rotary motion may be rendered continuous by employing a series of such pistons, either arranged on a common plane 0r in a parallel series. In either case movement of the series of pistons is imparted to a rotoi by a one-way clutch mechanism preferably of the friction type. Y

l/Vith the above objects in `view the invention consists in certain peculiarities of con- 5 struction and combination of parts as hereinafter set forth with reference. to the accompanying drawings and subsequently claimed.

ln the drawings Figure 1 representsa s ec- 30 tional elevation of a simple form of engine vembodying the features of my invention,

A the section being indicated by line l-fl of Fig. 2; Fig. 2, a cross-section of thesaine.y the section being indicated by line Qf-Q of Fig. l; Fig. 3, a detailed sectional view through the valve-actuating mechanism, the section being indicated by line of Fig. l; 4Fig. 4L, a detailed` cross-section Vthrough the exhaust ports of the stator; Fig. 5 represents an elevation of an engine embodying another form of my invention with parts broken away and in section to show details of construction, and Fig. 6, a cross-section ofthe same, the section being indicated by line 6 6 of Fig-5.

engine as shown in the drawings, I wish to call attention tothe fact that theiexempliiication disclosed simply illustrates one.

manner in all its details for carrying out my invention and the drawings show only a single piston and its associated mechanism,

ciiically as anyvalve .mechanismsuitablefor the purpose rmay be employed, thesingle Before explaining the construction of the unit shown in Vthe drawings being considered sufficient to illustrate the principles upon which the engine can be built, bearing in mind that the piston units can be increased indefinitely to provide the predetermined horse power.

Referring by charactersto the drawings, l represents a stator having a segmental chamber 2 therein in the form of a segment of a circle and a circular slot 3 extending therethrough. The stator, as shown, is supported by a suitable frame il, which rises from a base-plate. A. shaft 5 is journaled at the axis of the segmental chamber of said stator and extends in opposite directions from the walls of the same, one end of the shaft being also supported by a bearing 4; which constitutes part of the frame t. The outer circular edge of the piston engages the inner circular wall of the stator chamber whereby a tight joint is effected, which tight joint may be rendered further efficient by the provision of packing rings associated with the piston, which are not shown.

A rotor 7 in the forni of a ring is mountn ed to rotate about the outer circular face of ythe stator and said rotor is also formed with spider arms 7 which connect the outer part thereof with a hub portion 8, the said hub portion-beingy revolubly mounted upon the shaft 5,'wherebythe piston and rotor are axiallyalined. The hub 8 is further supportedby a-bearing 4: that constitutes part of the supporting frame 4. The rotor comprisesthemeans whereby power from the engine may be transmitted to any machine element and in order to transmit said fpowery any meansmay be connected with said rotor, that shown .being a toothed wheel 9, which ywheel is secured to the end of the hub 8.V lt is manifest that, in some instances, thering portion ofthe` rotor may constitute a belt pulley, but suchy details form no partof my present invention.

In order to transmit power from the piston to the rotor 7 said vpiston is provided with'a socket 10which forms aseat for one end of a `knuckle block 11.k lThe knuckle blockextendsiinto the slot -3 of the stator and its upper end is seated in a socket formed in a friction slice 12, which shoe is adaptedto `engage the inner circular wall ofthe'rotor'. The knuckle Vblock isy positioned4 atsuchan angle lwith relation to thev direction of movement of the rotor (as in-` dicated by the arrow), that when the piston moves in said direction the outer end of the knuckle block 11 will describe a slight arc movement with relation toits fulcrum point at the opposite end, whereby the shoe 12 will be forced outwardly and thus tightly clamp against the juxtaposed wall of the rotor, whereby said rotor and piston are locked securely together, this connection being made through the slot 3. Hence, when the piston moves from right to left, it will impart a corresponding movementk to the rotor, while, upon a reverse movement of the piston, the knuckle block will drop back, whereby the shoe will disengage the rotor andsaid rotor will thus be fed forward a distance equal to the stroke of the piston, while the piston upon its return stroke Vwill move idly. Thus an intermittent feed movement is imparted to the rotor by the forward movement of said piston, while the reverse movement of said'piston may be considered an idle movement.

In order to provide some means for introducing fuel gas to the opposite ends A` B. of the chamber, Iprovide ports 14, 14', the latter being somewhat smaller for the reason that the charge of gas introduced therethrough is,fin this exempliiication of my invention, simply for the purpose of returning the piston after it has completed its working stroke. `Each port is provided with a spring-seated valve 15 Vhaving stems 16 which are engaged by the endsof valve levers 17, 17.Y These valve-levers, as shown, are fulcrumedin ears 18 which depend from the bottom wall of the stator and saidV valve-VV levers are held in engagement with the valve stems by delicate leaf springs 19, which extend from the ears'18'and engage the inner arms 20, 20,`of the levers. The inner ends of eachV ofthese armsareupturned and are provided with oppositely extended cam webs 21, 21, whichV are spaced apart to permit an arm 22 to pass. therebetween, which arm is rigidly secure-d to the sleeve 28 and con- Y stitutes a piston-arm having a tappet-pin 23 at its end, which projects in opposite directions and is Vadapted to engage the cam webs. A manifold pipe 24 communicates with the valve ports 14 ,and 14 in the ordi-V y narymanner and, as shown, said manifold pipe is provided with valves 24, whereby the supply of fuel gas may be regulated. Thus it will be seen thatthe piston inefect divides thev chamber 2-into compartments A, B. i Between the compartments A and B there is a main exhaust port 25 that communicates. with apipe C and said exhaust port is provided with leads extending in opposite directions which communicatel with auxiliary ports 25,', 25 that communicate respectivelywith the compartments B, A. I have also shown' aspark-plug 26 in connection with each compartment of the staton and saidVV spark-plugs may be suitably' connected to a source of electrical energy, whereby they will ignite the charge of gas introduced into their respective compartments when the rotor has completed what might be termed its compression movement.

The gas which Aisadmitted to the chambers A and B through the ports 14 and 14 is under a constant pressure, which pressure may be obtained in any suitable manner, andthe valves are so timed with respect to their operation by the piston arm 22 that they open to admit the gas to each respective chamber when the respective chamberwall is in a position intermediate of the stator wall and the respective exhaust port. VThe gas is thus further compressed by the piston during its movement from such intermediate position to the position at which explosion occurs. Although it is true that the exhaust port of the chamber is closed during the initial movement of the piston in what might be termed compression movement, such burned gases as there vexist in the chamber would be at a pressure no greater than atmospheric pressure and consequently would not interfere substantially with the explosive charge of the chamber. This condition of a certain amount of burned gas remaining in a chamber is present in nearly all typesV of two-cycle engines.

Having described the engine in detail, it will be apparent that, when the piston is in the position shown in Fig. 1, gas has previously been admitted through the valvecontrolled port 14 and said vgas charge is under compression. The charge is then ignited and expansion of said exploded charge will cause the piston to. move from right to left, carrying with it the rotor, thusV impartingv to the same a working stroke. Before the face a of the piston has completed theV stroke, it will be observed that the tappet ofarm 22 will abut the upturned end of the ,arm 20 of valveV lever 17', whereby the valve-lever is moved to cause the valve 15 to lift anda small charge of gas isfadmitted to the compartment B. After thetappet 23 passes the end of said arm 20", the

spring-controlled valve 15 will again seat andthus the charge of gas'admitted to said chamber will be compressed as the wall a of the piston retards its movement. 'Coincident to the completion of this compression movement of the piston face, the piston face b will move into register with the auxiliary exhaust port 25, whereby the spent gases in the chamber A will beexhausted through said port. The piston having completed its working stroke, it lwill be manifest that the auxiliary charge of gaswhich has been compressed in the compartment'B will be exploded and thus the piston. will ,move upon itsidle stroke from left to right and in. so doing theY tappet 23 of the piston arm 22 ,will engagethe upturned vend of the valve-lever arm 20, wherebyy a charge of gas is admitted to the compartment A through the movement of they lever 17 which will thus lift the valve 15 from its seat; In performing this function the tappet 23 will pass under the cam web 21 of lever 17 and lift said lever slightly in opposition toits spring pressure,`but this movement is idle in function and will not affect the valve 15. The same idle movement of the valve lever 17 is effected when the arm 22 moves from left to right while the piston is upon its working stroke and the tappet 23 passes under the cam web 21 so as to be in the proper position to operate the lever 17 when the movement of said arm is reversed. Thus the valve-levers 17 and 17 are alternately manipulated to admit charges of gas to the compartments A, B, and said charges are alternately exploded and the spent gases are alternately exhausted from the chamber 2 through the auxiliary exhaust ports 25 25". It is obvious that the shaft 5 may be extended and that a series of engine units such as I have described may be affixed to said shaft and the explosion so timed that the movements of the series 0f pistons will continuously revolve the rotor. y n p It is also apparent that, in place of using a single piston in connection with thestator shown, the stator may be in the form of a circle subdivided into chambers and a series of pistons placed therein to perform their functions in succession, whereby the rotor is operated. i

While I have shown and described the engine operating with a fuel gas under pressure, it is obvious that a four cycle construction is within the scope of my invention wherein gas may be `first sucked into a compartment, then compressed, exploded and exhausted.

Referring to Figs.y 5 and 6 of the drawings, I have shown another form of my' invention wherein the power imparted to the piston is not only transmitted by ka friction shoe mechanismto the rotor but is also transmitted to said rotor through a clutch mechanism connecting the piston and main shaft of the engine. In this modified form of my invention the structural features together with the valve mechanism may be practically of the same type as that shown in connection with Figs. 1 to l inclusive. In order to prevent breakage of the engine due to back-fire, the chamber in the stator, as shown in Fig. 1 of the drawings, may be provided with adjustable spring-controlled relief valves d. In this form of my invention the shaft 5 is free to revolve and carries the load and it is also understood that the Vrotor maybe utilized as a pulley, whereby the power can be transmitted as well as at the shaft. The piston 6 is arranged to actuate the rotor by the friction mechanism similar to that shown in Figs. 1 to 4 of the drawings, but the hub 6 of said piston in this instance is arranged to revolve loosely upon the shaft 5 and any form of clutch urotate in the same direction. Upon the idle Y stroke of the rotor the clutch tumbler will be free to ride over the notched surface of the shaft 5 until such time as it nests into a notch of said shaft, wherebyanother working stroke is effected and the shaft will be carried forward in a similar manner. Thus a series of impulsesV to the rotor will cause the lshaft to revolve in the same direction as the working stroke of said piston.

In order to provide some means for operating the valves, in the embodiment of the invention shown in Figs. 5A and 6 of the drawings, I employ a sleeve member 28, which sleeve member is secured in any manner to the hub of the piston and projects outside of the housing 1 and the external end of the sleeve ,carries the tappet-arm 22. `The drawings illustrate the drive-shaft 5 as being provided with a pulley whereby power is `transmitted to any source desired but it is understood that any form of gear other than the pulley may be employed for the purpose mentioned. Thus with two connections for driving purposes, the power may be ultimately transmitted from the engine to two driven elements or I may, without departing rfrom'the spirit of said invention, employ a clutch mechanism in connection with the shaft and piston only, whereby the power from the piston will drive the shaft and the friction mechanism and its associated rotor may, in this case, be dispensed with, under which conditions the chamber' carrying the piston would be closed.

I claim:

1. A gas engine comprising a chambered stator having a circular outer wall provided with a slot therein, a rotor mounted about the stator', an oscillatory piston within the chamber, a clutch shoe engageable with the rotor, means extending through the chamber slot connecting the shoe and piston, and means for alternately introducing and exhausting charges of gas into the chamber upon opposite sides of thev piston.

2.` A gas engine comprising a chambered stator having a circular outer wall provided with a slot therein, a rotor mounted about the stator, an oscillatory piston within 'the chamber, a clutch shoe engageable with the i' rotor, means extending through the chamber CIK slot connecting the shoe andpiston, means under control of movement of the piston `for f exhaust port in communication With said chamber intermediate of its ends, a rotor mounted about the stator, a shaft journaled in the stator, a segmental piston Within the chamber, a friction shoe mounted in the stator slot engageable With `the rotor, a knuckle block connecting the friction shoe and piston, and means for alternately introducing and exhausting' charges of gas into the chamber upon opposite sides of the piston. 4E. A gas engine comprising a chambered stator having a circular outer Wall provided with a slot extending therethrough andan exhaust port in communication With said chamber intermediateof its ends, a rotor mounted about the stator, a shaft journaled in the stator', a segmental piston Within the chamber, a friction shoe mounted in the stator slot engageable with the rotor, a Vknuckle block connecting the friction shoe and piston, valve-'controlled ports in communication with the stator chamber upon opposite sides of the piston, actuating levers for the valves, and an arm vmovable Witli'the piston for operating the valve levers.

5..A gas engine comprising a chambered stator having a circular outer Wall provided with a slot therein, a rotor mounted about the stator, an oscillatory piston Within the chamber, meansV extending through the chamber slot connecting the rotor and piston, means under control of movement of the piston for admitting gas on opposite sides'of the same, and means for exploding the gas controlled by movementv of said piston and by movement of the rotor.

6. A gas engine comprisinga chambered stator having a circular' outer Wall and an exhaust port in communication With said chamber intermediate of its ends, a shaft constituting a rotor journaled in the stator, a segmental piston mounted upon the shaft Within the chamber, clutch mechanism associated with the piston for imparting motion to the rotor, valve-controlled ports in communication With the stator chamber upon opposite sides of the piston, actuating levers for the valve, and an arm movable With the piston for operatingthe valve levers.

In testimony that I claim the foregoing I have hereunto set my hand at Manitowoc, in the'county of Manitowoc and State of Visconsin, in the presence of tivo Witnesses.

. HENRY Gr. KRESS. Witnesses: y a Y GEORGE SANDERsoN,

ALVINA C. KRArNIoK.v

y Vopiies ofrthia patenty may be obtained for ve cents cach, by addressing' the` "Commissioner o1' Patenti.

Washington, I). C. 

